Torque conveying and converting apparatus



Dec. 19, 1939. R'. '8. ASHNWALL n ,L 2,183,761

'PORQUE CONVEYING AND CONVERTING APFARATUS Filed Dec. 1o, 1934 '8sheets-sheet 3 IN VENTORJ We ATTO NEYS.

D 19, 1939-Y R. B. AsPlNwALq. Erm.' 2,183,761

TORQUE- CONVEYING AND coNvENTING APPARATS 'Filed nec. 1c, 1934 vesheets-'sheeya f l f l l l l l f r r n f n f r l f l l l g n y INVENTORS57W?- f Wl. @300W zlmz'all 77e ATT@ NEYJ Dec. 1.9, 1939.

R.. B. AsPlNwALg. E1- AL A'PORQUE CONVEYING AND CONVERTING APPARATUSFiled Dec. 10, 1934 3a 6a. Ja #a s-sheets-sheet 'r #95 45a. 49a i@ ATTUREY Dec- 19?, v1939- R. B. As|=|NwALL r-:r AL y 2,183,761

- TORQUE CONVEYING ANDY CONVERTINK.; -APARAI'US .Filed Dec. 10, 1954- 8Sheets-Sheet 8 INVENTORS TRACY B.TYLER By Rosen a.AsP| WALL f l G i 'mORNE?? als APatented Dee; 19, 1939 UNITED STATES Robert B. AspinwallPATENT TonQUE ooNvEYmGANn APPARATUS and Tracy B. Tyler. Mich., assignorsto The Monopower tion,- Detroit, Mich., a corporation Detroit, CorporaofMichi- Applioation December 10, 1934, Serial No. 756,900 i 47 Claims.(Cl. 74-330) shifting means, with or without interruption'of Thisinvention relates to coupling and torque conveying and convertingapparatus, particularly to clutching means and to mechanisms of theclass commonly termed speed change transmis-A sions. Broadly stated,

provide, in conjunction with such devices, im-

proved automatic controlling means for changing the torque and speedconverting ratio automatically and in response to relative speed and/ortorque demands upon a source of power, and, generally, to overcomenumerous disadvantages inherent in automatic clutches and transmissionsas they have heretofore been designed and constructed, as well as toincorporate therein a number of improvements conduciveto smooth andfool-proof operation, strength, simplicity andinexpensiveness ofconstruction.

An important object of this invention is to provide a transmission andvclutching means of the type indicated, arranged to-act cooperatively andconstructed in the form of compact and separable units which areseparately accessible and disassemblable.

Another object of theinvention is to eliminate entirely the need for aclutch pedal, which, in

conjunction with the elimination of gear shifting on the part of theoperator, greatly simplifies the operation of a motor vehicle.

A further object of the invention is the provision of such an automaticautomotive transmission which provides for an uninterrupted ow of powerfrom the engine to the rear wheels While ratio changing is in progress,`eliminating -all hesitation and loss of power, speed. and time,l andwaste of fuel, such as are caused by shifting when conventionaltransmissions are used wherein it is necessary to interrupt the powerflow while changing from one torque ratio to another. An incidentalobject flowing from that last mentioned is the provision of atransmission enabling faster acceleration of a vehicle, by completelyeliminating the unavoidable deceleration which occurs when it isnecessary to disconnect the 'drive as when shifting in the ordinarymanner.

Still another object is the provision of such an automatic transmissionin which shiftingmay be eiected smoothly and silently regardless of thespeed of the vehicle and the skill of the driver.

A still further object is the provision of improved means, drectlycontrollable by the operator of a vehicle equipped with a transmissionconstructed in accordance with our invention,`

whereby the speed vor torque ratios may be directly controlledindependently of the automatic the invention aims to,

chatter",

power ow, yetclashing, noise or jerks in shifting orinjury to workingparts through unskillful operation of such controlling means isimpossible. This invention also aims to improve upon the automatictransmission construction disclosed in the copending application ofRobert B. Aspinwall, Serial No. 706,232, filed January '11, 1934,

to eliminate the necessity of providing a separate main clutch, and toincorporate improved automatic'clutching mea/ns and personallycontrollable shifting means, as well as tov improve said transmission inother respects which will bei come apparent as the description proceeds.

Still another object is to incorporate in a compact unitary assemblyimproved Wet and dry clutches, and centrifugal and power-operatedclutches, arranged 'to act cooperatively and assembled in one unit, yetin which the Wet and ducing heat generation and for rapidly dissipatingsuch heat as is unavoidably produced. Another object is a means forautomatically effecting a driving connection between any power generatorand mechanism to be driven thereby, where high torque conditions arenecessary before direct drive conditions are established, as for examplethe driving of machines from electric motors not provided with specialwindings or other accessories.

Other objects include the provision of improved liquid sealing andconducting means, improved novel manner of floating certain of saidpumping-and controlling apparatus upon a rotating shaft within thetransmission casing, and of manifolding certain of the uid channels,`novel and extremely compact centrifugal governing means, an improved uidregulating system responsive to such centrifugal governing means, andsimplev and positive means for destroying eiectiveness of the iiuidcontrolling means dur.- ing reverse operation of the transmission.

Other objects worthy of speciiic mention are, to improve centrifugalclutch constructions, in respects not only eliminating grabbing and butproviding greater ruggednessl and longer life, and which furthermaintain the dynamic balance of the rotating parts in a novel manner.,and also to provide for uniform application, uniform increase of clutchpressure, and

`fluid pumping and controlling mechanism, a f

l part a predetermined maximum clutch pressure, throughout the range ofoperation of the applyingmeans.

Other objects and advantages will be apparent from the followingdescription, wherein reference is made to the accompanying drawingsillustrating preferred embodiments of our invention,

and wherein similar reference'numerals designate similar partsthroughout the several views.

In the drawings: i Figure 1 is an assembly view showingin side andsectional elevation and partly broken away an automatic transmission andclutches incor- A and suitporating the principles of our invention ablefor usein automotive vehicles as well as in other rotation conveyinginstallations.

Figures 2a and 2b are enlarged substantially central vertical sectionalelevations of diiferent portions of the device, one View forming acontinuation of the other.

Figure 3 is a fragmentary side elevation of an opposite side of thedevice from that shown in Figure 1,' sectionally showing part of theautomatic governing apparatus and a connected manually operable controlassembly.

Figure 4 is a fragmentary cross section of a of the centrifugal clutchoperating means, taken substantially on the line 4-4 of Figure 2a andlooking in the direction of the arrows.

Figure 5 is a fragmentary section taken substantially on the line 5-5 ofFigure 2a yand looking in the direction -of the arrows.

' muy Figure 6 is a fragmentary edge View of certain of the clutchplates taken as indicated by the line 8--6 of Figure 5 and looking inthe direction of the arrows.

Figure 7 is a fragmentary cross section of the hubportions of the wetclutches, taken sub-A stantially on the line 1-1 of Figure 2a and.looking in the direction of the arrows.

Figure 8 is a vertical cross section taken substantially on the line 8-8of Figure 2b and looking in the direction of the arrows.

Figure 8a isa 'sectional detail taken substantially on the line Sa-Ba ofFigure 8 and looking in the direction of the arrows.

Figure 8b is a sectional view taken substanon the line 8b--8b -andlooking in the direction of the arrows, the outer bells of the .governorassembly being removed to show one of the y-Weights, and the springmeans therefor, in plan.

Figure 9 yis a vertical cross section taken substantially on the line9-9 of Figurel 2b and ,looking in the direction of the arrows.

' Figure 10 is a vertical cross section taken sub` stantially on theline III--ID of Figure 2b and looking in the direction of the arrows.

Figure 11 is a vertical cross section taken on the line II-II of Figure2b and lookingin the direction of the arrows.

Figures 12 and'13 are detailed sections taken substantially on the linesI2I2 and. I3-I3 of Figure and looking in the direction of the arrows.

Figure 14 is a perspectivevof the governor' controlled valve operatingarm;

Figure 15 is a view similar to Figure 2a of a clutch assembly ofsomewhat modied construction.

elevation of a somewhat modified unitarily slidable gear and overrunningclutch assembly and cooperating parts.

Figure 1'7 is a fragmentary Sectional detail -the rearmost of which isassembly 2l.'

Figure 16 is a fragmentary detailed sectional taken on a planecorresponding to that of Figure 10 and showing somewhat modifiedactuating means for the automatic control valve.

Figure 18 is a sectional detail looking in the opposite direction,showing the construction of the valve actuating arm.

THE PRINCIPAL ELEMNTs IN GENERA Referring now to the drawings, it will.be seen that our improved apparatusis formed in two coupled sections,each section being of unitary construction. That shown at the left inFigure 1, and in its entirety in Figure 2a, constitutes the clutchingassembly, while the unit at the right in Figure land most of which isshown in greater detail in Figure 2b, constitutes the ratio changing andcontrol assembly. It will be understood that Figures 2a and 2b are torberead with the latter arranged as an aligned continuation at the right ofthe former, so that the parts occupy the relative positions in whichthey are shown in Figure 1.

Reference character I designates the driving shaft, to which is securedthe flanged flywheel portion 2, which serves'to partially house theclutching means presently to be described. Carried by and cooperatingwith the cupped fiywheel portion 2 is a belled casing portion 69 securedto the flywheel ange' by cap screws 10 and forming with the iiywheel ahousing for arranged upon opposite faces of the drum. 'Thel centrifugaloperating means for the main clutch is generally designated 3, while thefluid pressure operable applying means acts in chamber I-12 to expanddiaphragm |13.

Within drum 4 are a pair of wet clutches, generally designated 5 andconstitutes the intermediate speed clutch, while the similar forwardassembly, designated 6, constitutes the direct drive clutch. Theconstruction and operation of these parts will presently be set forth indetail.

Similarly generally indicating the principal elements contained withinthe rear casing section 1: a main gear set,` 8-9, is'provided (Figures 1and 2a), an intermediate speed gear set Ill- II (Figures 1 and 2b), andalow speed gear set, I2-I3, within the latter of which gears is disposedan overrunning clutch I6. A centrifugal governor assembly generallydesignated I'I, and a pump and valve assembly I8, are mounted ontransmission shaft 56. Associated with and arranged exteriorly of thecasing 1 are a manually or personally operable control assembly I9(Figure 10), a shifter control 20 (Figure 3-also manually operable) anda suction torque-responsive automatic control Gearing Considering nowthe outlined parts in greater detail, and particularly the torqueconverting gearing, it should be observed that the unit comprising gearI3, its hub section 45, and the interposed overrunning clutch, ismounted for slidable movement upon its supporting driven sleeve 49. Thehub which is splined upon the driven sleeve 4is drivable by the gear I3through the interposed overrunning clutch I6, but the overrunning clutchprevents driving the gear in a i'orward direction by the driven sleeve.

The unit comprising gear and overrunning clutch is movable by meansof ashifter fork 32 carried by a slidable shifter rail 3|, in which areformed rack teeth 3I', drivable by gear 3l)V rotatable by means ofoperating unit 20. The operating unit is ordinarily mounted on theinstrument panel in vehicular installations, and connected to theshifting means just described by means of a' Bowden wire and conduitassembly 24--25. This manual control instrument panel unit will be seento comprise a suitable supporting bracket 4I and a plunger or rod 23operable by means of a knob 22, the plunger being of course connected tothe Bowden wire 24, and suitably notched as at 42 to define lthe neutralposition of-the gear, I3. Said gear is shown in such neutral position inFigure 2b, and it will be seen that when` slid to the left as viewed inthat figure it may be engaged with the gear I2 to establish a forwarddrive connection, While when slid to the right-to engage gear I3 with areverse idler I5, a reverse drive connection is es'- tablished.`Movement of the gear I3 from one to another of these positions isVmanually effectedl by means of the control knob 22, which, however,need not be manipulated at all in ordinary forward operation andstarting and stopping of the driven mechanism.

Gear I3 is yieldably held in whichever of these three positions it maybe located, by means of av spring-pressed detent 34 cooperating withpockets `35, in the slidable shifter rail 3l.

i 'Ihe overrunning clutch within gear I3 comprises a plurality ofrollers 44 housed in pockets formed by inclined flats (undesignated)` onthe periphery of hub 45. Although this overrunning clutch may be formedin any desired manner, it is preferably constructedas disclosed in thecopending application of Robert B. `Aspinwall above referred to, therollers 44 being caged in a bushing 43 slotted to receive them, whilethe bushing serves as a bearing for the annular gear portion I3 whichalso constitutes the driven clutch element. Torque is applied to thecage to urge the rollers toward wedged position by suitable torsionspring means (unshown) acting through a collar 98 provided with lugs 41intertting with the cage bushing 43, the collar and so the cage androller assembly being retainedv in position by a snap ring 46. When therollers 44 occupy the deepest portions of the flats, they do not project.beyond the periphery of bushing 49, the outer gear assembly I3 beingthen simply journaled on the bushing, while when in wedging position therollers are urged through the slots in the bushing and into engagementwith the annua inner surface of the ring gear I3 to lock the same to thehub. The flats are so inclined that when .gear

I3 is driven by gear I2 to drive the vehicle or I the clutch teeth24T-248, the former carried by' element I3 and the latter by the drivensleeve 49, while when gear I3 is moved to thev forward drive (left hand)position, the hub 45 and driven sleeve 49 are locked to the transmissionshaft 56, by engagement of the clutch teeth 52-53,.the former carried bythe hub and the latter by the collar 54 carrying the centrifugalgovernor I1, which collar'is keyed to the transmission shaft 58as at 55.

The rear` extremity of the transmission shaft 56 will be seen to bejournaled in the driven sleeve 49, in which it is retained by pins, as58, projecting through the sleeve and into rotatable engagement with asplit collar 51 arranged in a peripheral groove (undesignated) in theshaft, the pins being retained by a snap ring 59. Sleeve 49 is in turnjournaled in the rear wall 'of'housing 1, as in the anti-frictionbearing 50, and may carry at its rearA extremity and outside the housinga driven coupling element 5I, to which, through I suitable universal orother connections `(unshown) the propeller shaft of a vehicle, or otherelement desired to be driven (also unshown) may becoupled. V

The split collar 51 will be seen to take care of the thrust of helicalgears without extra bearings by providing axial connection between shaft5B and sleeve 49.

Low speed gear `I2 and reverse .gear I4 are rotatable as a unit and uponcountershaftl, the

gears being shown as formed integrally with a sleeve 19, and with maingear 9 and intermediate speed gear II also'carried thereby. Such sleeveand gear assembly is kshown as journaled upon the fixed countershaft bymeans of anti-friction bearings 80,

When the slidable assemblyarrying gear I3 is in the forward drive(left'hand) position pre-k viously described, the low and intermediatespeed and direct drives are rendered effective or ineffective under thedirect control of the. clutching means contained in the assembly bestshown in Figure 2a.

The main clutch centrifugal operating means urge .the rollers 63 trappedin the flyweights outwardly and roll them along and between the surfaceof clutch element 66 and the opposed inclined faces of suitablypositioned cam lugs 65 secured to the inner surface ofthe rear bellsection 69. Member G9 forms a continuation of and constitutes withelement A2 an enclosure as well as driving member for the drum, and issecured to element 2 by shouldered cap screws 'IILv as a result-of whichthese membeisvturn-together, but

the rear section G9 will be seen to be limitedly' movable axiallyindependently of the forward flywheel section 2 against the resistanceof springs 1I trapped beneath the headsJ of the shouldered cap screws.

to increased speed of the drive shaft, pressure plate 66 is forced intoengagement with a clutch facing B1 carried in opposing position by thesurface of drum 4, a similar clutch facing 58l being aixed to the.opposite face of the drum and adapted to be forced by such pressure intoengagement with the innerface of the front casingflywheel section 2. Aspring ring 269 is shown as interposed between the drum andthe pressureplate I14 by which the last mentioned clutch ring 2I5, fixed,.with theedge of an associate or auxiliary actuator diaphragm |13, to the drum 4,the ring and diaphragm being iixed together and to the drum, asbywelding. The purpose of this auxiliary actuating means will presentlyappear.

The thrust reaction upon application of the clutch in the mannerdescribed is taken by the shell 69 which as previously stated is axiallymovable under such axial thrust in this direction, to compress thesprings 1I. The total combined pressure of springs 1I is equal to themaximum clutch pressure required, and the degree of movement permittedthe shell by compression of these springs issuificient to allow theTlyweights to move outwardly into engagement with the inner surface ofthe annular chamber in member 66 in which they are housed. When stoppedby this surface they are maintained in circumferential alignment, thatis, equi-distant from the axis of the assembly, and so cannot upset thedynamic balance thereof. The degree of movement Yallowed the flyweightsby reason of this arrange-l ment and the presence of springs 1I alsoinsures uniform and proper clutch engagement regardless of wearing awayof the facings, or any inaccuracies, differences or changes inthedimensions of the parts due to wear or other cause, as the weights mayalways move out until either their full centrifugal force at the instantconsidered is effective to apply the clutch, or they are stopped by therim flange of element 66, at which time the degree of movement is ampleto apply the stress f of springs 1I to the clutch despite anyl wearwhich may have occurred.

Use of the angular lugs 65 to take the reactive thrust upon applicationof the Vcentrifugal clutch engaging means also permits the pressureplate 66 to be moved sufficiently far to take care of all wear withoutvariation of the ratio of clutch pressure to centrifugal force, so thatit is never I necessary to adjust the clutch for wear.

.The drum 4 is journaled or supported upon the projecting end of thetransmission shaft 56, at`

- the forward end on bushing 13, and at theother end is riveted orotherwise amxed to a hub 14, keyed as at 15 to a sleeve 11, which isintegral with the gear 8 and journaled in the forward wail of thehousing 1 in an anti-friction bearing 18. lSleeve 11 and hub 14 areclosely interfltted as at 16 to provide a liquid seal. It will be seenthat rotation of the drumby reason of its securance to the drivingelements by the centrifugal clutching means just described revolves gear8 and so the low speed gear I2 through gear 9,

thereby transmitting the drive through gear I3 (when in forwardposition) and overrunning clutch I6 to the driven coupling 5I.

Separate and relative adjustment of both the initial engagement speedand full engagement, speed of the centrifugal clutch applying means isobtainable by varying with relation to the masses of the` flyweights 68the combined return tension of springs 6I-62, which maintain theflyweights in the inner position as well as retract theA thrustplate`66, and by varying the angularity of the thrust element 65. Thesprings 6I-62f prevent outward movementof theyweights until the drivingmember attains a predetermined speed. Their resistance is'such as toallow sufcient idling speed for the engine, and also preferably permitsthe engine to attain a speed establishing reasonably high torqueefficiency before incipient engagement' takes place, since the torqueoutput of an internal combustion engine is inherently low at low speed.lThis idling speed is also preferably so adjusted as to be sucient,

particularly in winter, to allow warming up the i engine at more thannormal idling speed without instituting incipient clutch engagement andstarting the driven element or vehicle. It will be understoodhoweverthat if it is desired to -race the engine without driving the caror driven element, it is only necessaryto shift the assembly I3 to theneutral position, (in whichit is shown in Figure 2b), thus u nmeshingthe gear I3 as well as disconnecting the driven sleeve 49 from the shaft56. l'

The wet clutches The low speed drive is maintained so long as theclutches 5 and 6 remain disengaged. Engagement and disengagement of suchclutches is `effected by a fluid medium (such as oil) under the controlof governing means presently to be described. The clutches themselvesareshownl Driving plates |63 are similarlykeyed to a collar I 18. Asub-pressure plate |60 is grouped and keyed with plates AI6I and movableby fluid means presently to be described to engage the clutch, byclamping together the plates ISI-'|63 to lock the web |55 to the collar|18.

Collar |18 constitutes the driven member of an overrunning clutch, therollers |80 of which are trapped in a cage |19 which also rotatablysupports collar |18 when the latter is running free. Element |18 isdrivabl through rollers |80 by a central drive hub |11, which is keyedas at |16 to a sleeve |15 rotatable on the driven shaft and rigidlycarrying within the housing 1 the second speed gear I0. The central web|55, constituting the driven portion of clutch 5 as well as of clutch 6,is supported by and connected to a hub I5I which is in turn keyed as at|81 to the transmission shaft 56. It will accordingly be seen that whenclutch 5 is engaged, (the main clutch of course being also engaged sothat drive is imparted to the drum) a second speed drive is establishedwhich may be traced from drive shaft I and casing 2--69 through the mainclutch and drum 4 to sleeve 11, through gears 8, 9, I| and I0,overrunning clutch |19, which locks when its driving portion |11 isturned faster than portion |19 would otherwise turn, thence throughclutch 5 and driven web |55 to the transmission shaft, which being then.turned faster than gear I3,

causes overrunning clutch I6 in the hub of that.

of a plurality of coil springs |84, (Figures 2a and ment of clutch l,the driven web |55 isdirectly 7') trapped in windows in the centralportion of the web plate proportioned to receive them. The edges of suchwindows drive the springs, which in turn drive the hub |5| which isprovided with a projecting portion |86 cooperativelyslotted to receivethe springs and the drive transmitted tion to clutch 5, the drivenplates 203-204-206 being similarly keyed to the same driven web |55 andarranged to cooperate with similarly intertted driving plates 205, whichare in turn vkeyed to the driving hub 325 secured to drum 4 by rivets326. Element 325 is formed in two parts, shown as splined together, forpurposes of assembly. It will be apparent that upon engagecoupled to thedrum and turned. therewith, the

drum being in turn clutched to the drive shaft as an element of the mainclutch, and driven web |55 being directly connected to the driven shaftat |81, direct drive is established.

The iiuidactuating means allows disengagei ment of clutch 5 uponengaging clutch 6, and it will be seen that one of the driving plates|62 of clutch 5 is secured to the roller cage of the overrunning clutchwhich is interposed between drivinghub |11 and the clutch-5. 'I'herollers, and

accordinglyplate |62, are capable of only limited circumferentialmovement with respect to the hub |11. The drag of the plate |62 in-thedrum urges the rollers towards wedged position, thus eliminatingnecessity for a torsion spring in the overrunning clutch, while the useof such overrunningclutch prevents turning the remaining drivingplates|6| when clutch 5 is disengaged,

eliminating the heat generation and power loss from friction dragnormally inherent in multiple discclutches from the plates rubbingagainst each other or rotating through a liquid when running free-onlythe plate |62 being vrotated relatively to the others when the clutch isdisengaged.

Plate |62 generates very little heat while running free, yet hassuiiicient capacity Ato hold a vehicle against coasting on hills, sincewith clutch 5 engaged plate |62 resists forward coastingof the vehiclein second gear, but the capacity is assumed to be insuicient to transmitthe full driving torque of the engine without excessive engagementpressure. If, however, the torque to be passed did not require the useof more than a single plate, the overrunning clutch -could lof course beeliminated.

The clutches 5 and 6 are urged toward released position by springportions 240 which'are formed as integral laterally bent prongs on theperipheries of the plates |60, |63 and 206. These spring tongues, asbest shown in Figure 6. are bent in opposite directions on vadjacentplates, so

that the point of each tongue abuts the heel of the next, and yieldablyspace the plates at desired intervals, acting to return the clutches toreleased position when the pressure is released.

Air cooling means for its mechanism is also provided by the arrangementof the multiple clutch assembly. One of the prime reasons for soconstructing this device as to isolate the clutching elements from thetorque changing elements is to eliminate the heat generated by therotation of an assembly of such necessarily-large diameter in a heavyiluid medium. By rotation in air the heat naturally generated byengagement of the clutches under load is rapidly dissipated.

Controlling means for fluid-operable clutches Primary control ofautomatic 4shifting is ef-V fected by centrifugal governing means I1, bywhich the operation of the uid actuable clutches is controlled throughvalving apparatus presently to be described. A belled sheet metalportion |38 are normally urged inwardly by springs |33, as

well as by springs |34|88 (Figure 2b) and are retained in suitablyspaced relation by a pronged guide ring |32, the prongs of which are-slidably fitted into radial apertures |33a in theflyweights. Springs|33 will be seen to be formed of wire bent to substantially L-shape,witharxns projecting substantially tangentially from the outer surfaceof each ily-weight to engage the interior of the bell |38 (Figures 2b,8a and 8b). Upon rotation yof the vdriven shaft fast enough to cause thecentrifugal forces of fiy-weightsi`l3l to overcome the resistance ofsprings |33, |34, the inclined faces of the flyweights will be seen toreact against the slidable bell 83 to urge the .same to the left asviewed in the drawings.

' Carried and movable by the bell 83 is a cam or eccentric82 which isarranged to rotate in' the path ofany one of the oisetportions 844-238-I39|89 of a double armed lever 85, ,depending upon the axial positionwhich the eccentric occupies, which is in turn determined by thegovernor. When the parts are in the position lshown in the drawings, theeccentric, in the right hand position, is aligned with the portion 84 oflever 85. Accordingly at the first rotation of the driven shaft theeccentric immediately throws lever 85 to the left and to the positionshown in Figure 9. The lever 85 is in turn connected, through itssupporting shaft 86A and an arm 81 mounted on said shaft and carrying atits end a rounded portion 00, to ai control valve 88, the function ofwhichwill presently be described. It will be seen, however, that thisvalve is movable to diierent positions by the eccentric 82,.de pendingupon which of the ois'et portions of the lever 85 thegovernor--controlled eccentric is in alignment with. The operation ofthese parts will be taken up in describing` the valving means which theycontrol.

Pumping andvalving means for ,fluid-operable clutches Referring now toFigures 2b, 10 and 1l; valve- 89 is carried by and forms part of thepump and valve assembly generally designated I8, whichis also mounted onthe transmission shaft and cornprises a body portion 80, a cover 3|secured over an eccentric pump chamber 98-89 therein, as

by means of rivets 92, and a rotor 88 arranged within such eccentricpump chamber. The pump chamber is defined by a stator ring 86, and 'arotor keyed to the driven shaft as atv 94. Vanes 35 are radiallyslidable in the rotor, which is in slidable contact with the stator ring98 at one point, while being smaller than the pump chamber defined bysuch ring. A suction chamber 98 is dened upon one side of the centerline passing through such point of tangency, and a pressure chamber as99 on the other side thereof. Chambered recesses |00|0| are formed inthe pump body in substantial radial alignment with and connected tothesuction and pressure chambers 98, 99 respectively. Centrifugal force is`relied upon to initially move vanes 95 into contact with the statorring, but after fluid pressure has been developed they are maintained insuch contact bysuch pressure in a manner presently to be described.Fluid is drawn by this pump from the bottom of the liquid-filled casingthrough a v strainer |05 arranged in the mouth of intake pipe |01. Thestrainer will be seen to be accessible through the drain plug |06 in thebottom of the casing.

The screen may be arranged toh drop from the casing upon removal of theplug, thus automatically reminding the service man when draining thefluid medium in the casiige'that the screen should be cleaned, anecessary operation which might otherwise be overlooked.

The uid is drawn through intake channel |08 and connecting port |09 intothe recess chamber ,|00, and is carried therefrom through the pumpchamber portions 98--99 and delivered to -a re'- cess chamber |0 whenceit passes through outlet port ||0, into relief valve chamber A cori-vstant predetermined pressure. is maintained `by the spring pressed valve||2 contained within chamber and normally covering the relief port I5,the tension of the spring I3 being such that the degree to which theport ||5 is uncovered by excess pump delivery is variable to maintainconstant the pressure of delivered fluid. The spaces 242 beneath thevanes are connected as by a channel 245, (Fig. 11) to the chamber thevanes being thereby urged outwardly by the fluid pressure of the pumpdischarge. It will also be observed that the fluid pump is one adaptedto supply fluid at a constant nonpulsating pressure and with completequietness of operation. Noise from any elements of a motor vehicle driveis of course very objectionable, and with pumps of the gear type as Wellas of many other constructions, some noise is inherent to 'theiroperation. The manner in which the pump rotor vanes are urged outwardlyby the uid pressure will also be seen to eliminate the use of springsfor such purpose and be far more dependable.

From chamber the pressure uid passes L through passage ||6 in alvalvesleeve H1, past .a valve ||8 into a chamber ||9 formed by a recessedportion of the valve ||8, and thence through passage |20 in the pumpbody 90, and through passage |2| in the sleeve |22 ofl valve 89 into arecessed portion |23 of the valve. Valve chamber |23 communicates bymeansof an opening |24 with the hollowinterior bore |25 of valve 89,through which the uid passes,

emerging through opening |28 and valve chamber |21 to port |28 whence itis exhausted through the slot |29 and relief port |v30. It will be seenthat when the valves89||8 are in this position, the pressure uid is notin communication with any clutching elements.

Upon attainment of a predetermined speed by the driven shaft, eccentric82 is moved to the left, as viewed in Figure 2b, by the governor meanspreviously described, until it is in axial slidable valve.

a iiexible diaphragm moving the valve S9 in the same direction, as

viewed in the drawings (Figure 10), to the ex,4

tent of one notch dened by detent pockets |42. This movement is ofcourse imparted to desired degree by suitably proportioning the throw ofthe eccentric and the extent of projection of 'the toe |39 of the lever,the valve positions being yieldably maintained by a spring presseddetent as |4|, which engages the pockets |42 in the The size of theinclined sides of these pockets and the locations of their centers arepreferably such that a slight excess movement, beyond that induced bythe eccentric, is imparted by the detent, thereby moving the lever armslightly clear of the eccentric at each step and preventing further wearand contact between these parts. l

Fluid actuable clutches and their operation Uponmovement of the valve 89one notch chamber' |46 which surrounds the transmission v shaft 5S inregistry with a radial passage |81 therein which communicates with'alongitudinal conduit bore |48. 'Through bore |48 the iiuid is conductedto another radial passage |49 opening at the surface of the shaft Withinthe clutch assembly portion (Figure 2a). From passage |89 the uid isconducted through annular chamber |50 and port |52 to a pressure chamber|53, defined by the web |55 on one side and |58 on the other. Thediaphragm is peripherally sealed to the web and at its central portionis slidably sealed to the hub |5| to close the chamber. -Flow of uidinto the chamber |53 through other ports |56-i51 is prevented by a ballcheck valve |58, which permits, however, quicker exhausting of thechamber than could take place through passage |52 alone, andconsequently quick release `of the clutch 5.

The fluid pressure is of course suiiicient to expand the bellowsor'diaphragm with sufficient force to compress the clutch plates andlock the clutch 5, to establish the second speed drive in the mannerpreviously described. The pressure chamber |53 is adequately sealed atthe inner edge by snug engagement of a sealing portion 2|| with the hub|5| on the one hand and similar engagement between the cupped flangesand the sides of theenlarged portion |86 of the hub which supports thedriving springs |84, as stated.

Simultaneously with delivery ofv fluid under pressure to chamber |53,iiuid is delivered to an auxiliary applicator for the main clutch,presently to be described.A vThe fluid passes from channel |48 in theshaft through radial bore |65 to an annular chamber |66 bounded on oneside by a slidable two-way valve |61, which is by pressure in chamber|66 moved to the right as viewed in Figure 2a, to connect port |69 withmeans for the main clutch,

passing through channel |1 I lAs the driven machine gathers speed ifisecond ment with the toe |89 of arm 85. `The rotation of the eccentricthenimmediately moves the arm and so valve 89 still farther to theright, to the third'position, registering chamber |21 with a second port|90, through which the pressure uid may in like fashion be delivered,after passing through communicating passages |92'-I93, to anotherannular chamber |94 also encircling the driven shaft within the pumpbody 90, and spaced and. isolated from annular chamber |46.

At the same time the pressure chamber |53 of clutch 5 is connected toatmosphere to allowthe exhausting of pressure fluid from and'disengage--mentof that clutch, by movement of valve chamber |9| into registry withport |40 (which as described above communicates with' pressure chamber|53), valve chamber |9| establishing connection between ports |-|28, andthe latter venting to atmosphere through passages,A |29- |30.

Ihe pressure uid delivered to chamber|94 passes through passages|95|96|91 in the transmission shaft 56, and through an annularcollectingchamber |98 with which radial passage L91 communicates, topressure chamber 200, through connecting passage |99. By expanding thebellows 20| and so compressing the plates of. clutch ,6, previouslydescribed-such clutch is engaged to couple thel driven web directly tothe drum 4. Drum 4 being clutched to the driving shaft by the mainclutch,`direct drive is of course established through the cushioningsprings |84 to the transmission shaft, and to the driven coupling 5|,since in all forward speeds the sleeve 49 by which thatl coupling isc'arried is clutched by the teeth 52-53 to the transmission shaft.

It will be seen that expanding the diaphragm l|13 provides the requiredpressure upon facings u 61-68, izo-establish` engagement of themainclutch irrespective of the rotational speed andA of the centrifugalactuating means 3 at such time. Upon the delivery of fluid underpressure to chamber |98, the slidableA valve. |61 encircling the forwardend of driven shaft 56, is'moved to the left as viewedin the drawings,to uncoverthe port |69 communicating through passage |1| with pressurechamber |12 dened by the forward face of the drum and the bellows |13.Pressure fluid is thus delivered to this chamber concurrently with itsdelivery to the direct drive clutch 6, and the resultant expansion ofthe diaphragm |13 applies therequired pressure to the clutch plate |14to fully engage the main clutch independently of the centrifugalactuating means 8.

` The same will be seen to be true upon delivery` of pressure uid tosecond speed clutch pressure chamber |63 through the conduit bore' |48,as above stated. At such time the delivery of pressure uid to pressurechamber |12 through passage IGS, valve chamber |66 and port |69similarly engages the main clutch fully, irrespective of the centrifugalapplying means. The valve elementi* |61 thus serves to preventcommunication be-A tween the two pressure channels |49 and |96 andmaintain the isolation of these channels and then connected pressurechambers |58-200 re- -spectively while yet admitting the lpressure iiuidfrom either to a common pressure chamber.

The release of the main clutch from iiuid pressure engagement is aidedby opposing pressure of a pronged or star shaped flat spring 210, and bythe resiliency of the diaphragm itself. The

pronged ends of spring 210 bear against` and hold in position thefriction facing plate |14. A re'- taining plate 21| is also arrangedwithin the facing plate |14, and a stop ring 212 by means of which partof the engaging pressure ofthe diaphragm may be blocked off withoutlosing any of its total exibility. This will be seen to'permitregulation of` the fluid-effected engaging pressure in co-relation tothe springs 1|.

The chambers |50 and |98 formed in the hub 5| are isolated fromeachother by a reduced diameter within the hub, which 'is closely fittedas at 2|8 to the shaft. 56. Seal points'are further formed .at the outerends of thehub by closely fitted surfaces as at 2|9-220. Any liquidwhich may leak past sealing points 2|9 and 220 tends to fill drum 4, theexcess beingconducted back into casing 1 through spaces219-280 of thegear sleeves, thereby flushing and lubricating the bearings thereof, andthroughspace 28| and a slot (undesignated) in thrust washer 282.Sunicient liquid is allowed to flow into the drum in the mannerindicated to keep the drum `filled, so

that any fluid pressure upont diaphragms |54-20l 'created by centrifugalforce is virtually equalized on opposite sides of such diaphragms. Itwill be understood that when the driven shaft again slows to apredetermined speed, the direct drive clutch is `released and theintermediate clutch 5 engaged. This occurs with return o f valve 89 tothe second or middle position,

which is effected by the throw of the eccentric flange 82 against a step239 of the arm 85, which Y is axially aligned therewith when thegovernor member 83 is in the intermediate position. In such intermediateposition thev pressure chamber 200 of the direct drive clutch 6 will beseen to be open to the atmosphere by connection ofthe connecting port topassage 2 I1, opening to' the air within 4the casing around the end ofthe operating stem portion of the valve 89, thus allowing the iiuid toescape and this clutch to disengage.

Upon a still further reduction of the speed of rotation of the drivenshaft, the eccentric ange Over-control of fluid-operable clutchesPersonal over-control of thetorque ratios by direct driver supervisionof the several clutches is provided for, through means enabling changingthe position -of valvel H8, which has previously y been considered asoccupying its normal or left hand position as viewed in Figure 10, inwhich position it offers no interference with operation of the; parts inthe manner previously described. This valve may be moved, however, toeither of two other positions, in the rst of which or middle position,(one step -to the right) `it provides direct connection between the.ports to 82 is returned by the governor tothe right hand to valve 69.This connection is provided by valve chamber I |9, which, when the valveI|8 is moved one step to the right, bridges the ports III-|45.

Such degree of movement of the valve is effected, in the shownembodiment, by means of a lbutton 221, upon depression thereof to theextent indicated by the arrow 235 or until it abuts the larger of thetwo interfitted buttons (226). In vehicular installations this doublebutton unit is preferably installed upon the oor boards of the vehiclein a convenient location for foot operation, as at the approximateposition normally occupied by the clutch pedal, which is dispensed withwhen our construction is used; In stationary and other installationsthedouble button unit may of course be installed in any desired locationand at any point, remote from or close to the transmission, and operatedmanually or otherwise. `The central button 221 is held extended abovethe larger button 226, within which it is slidable, by a relativelylight spring 230, while the larger button is projected by a considerablyAstiffer spring 229. Light pressure thus urges vthe valve IIB apredetermined distance (235) to the right (to the middle position),while heavier pressure is required to move the valve an additionaldistance (231) farther to the right, such movement being communicated tothe valve by a Bowden wire conduit assembly 22|-222, the wire directlyconnected at one end of the valve through an adjustable guide nipple22,3 in the side of the casing 1, and at the other end connected to thesmaller central buttori by means of a stem 34|, which isy guided by asleeve 228. Adjustment of the nipple 223 Which is threaded into thecasing, permits endwise adjustmentof the valve II8 to properly x itsinitial positions, such movement also moving the entire unit andconnecting conduit (or flexing the latter). Y

Upon movement of valve |I8 the first unitary distance to the right, tothe middle position, port I 45, aspreviously stated, is directlyconnected to relief valve chamber I I I, and assuming of course 'thegear. assembly I3 to be in the for'- ward position, pressure isdelivered to the in- I termediate speed clutch 5 through the chamber|46, in the manner previously described. It will be seen, therefore,that as long as the button 235 is held in this position (under lightpressure applied by the operator), the transmission will be held inintermediate torque drive. Passage |20 is at the same time open toatmosphere by virtue of the reduction of the left end of valve ||8 towhich the actuating wire is connected.

Further, any passages with which the valve portion |21 may be inregistration are thus now vented to atmosphere.

It will be seen that if valve 89 is already in intermediate position,valve ||8 merely short circuits the same when moved one step to theright in this fashion, whereas lif valve B9 is in the right handposition, that is, with the cetral bore |25 communicating through recess|21 with the direct drive clutch applicator chamber 20|), such clutch(6) may be released by dis..

charge through the valve and port |20. If on the other hand valve 89 isin the initial or left hand position, second speed will become effectiveas soon as suflicient pump pressure is developed to voperate clutch 5 asthe shaft 56 speeds up in rst gear, after which roller clutch |6 willoverrun.

Upon depression of both buttons 226-221 and consequent movement of thevalve H8 still farther to the right to a second predetermined position,the unreduced portion 236 of such valve passes the port II6, therebyallowing the pump pressure to discharge from chamber |II directly toatmosphere, simultaneously connecting passage |45 and so the -secondspeed clutch to atmosphere through port |40 and passage 2|1, therebyopening both clutches 5, 6 and main clutch fluid pressure chamber |12 aswell as venting the pump pressure to atmosphere and causingdisengagement of both clutches 5 and 6, so that the only drive whichremains effective is the low gear ratio (high torque) drive through gearI3, which drive remains operable through said gear and the centrifugallyactuated clutch.

In vehicular installations the springs 230-229 are preferably soproportioned that the mere weight of the operators foot is suiiicient tomove `the valve II8 to theintermediate position, while distinctlygreater pressure, that is, a definite push, is required to throw it tothe right hand position in which it establishes low speed drive. It willbe observed that the pump and control valve assembly 90 is iioated uponand carried entirely by the driven shaft 56, although held from rotatingtherewith by an arm 246 extending laterally from the housing intoengagement with a lug (undesignated) projecting from the side of thecasing 1. The close fit of the chambered manifold portion encircling theshaft can thus be affected by no forces (such as deiiection of theshaft) which might cause wear, other than the weight of the assemblyitself.

When the gear and roller clutch assembly I3 is in the forward (lefthand) position in which we have thus far assumed it to be, a relief port31, which is connected to the iiuid pressure supply source through apassage 249 establishing communication between such source and the valvechamber |23, is closed by means of a plug valve 36 which is maintainedclosed by shifter rail 3| while the latter is in the position itoccupies when gear assembly I3 is in forward position. The rail is sogrooved, however, as at 40, that when the gear assembly I3 is moved awayfrom the forward position to either neutral or reverse, Valve 36 is freeto move under fiuid pressure to open the escape port 31 and thusprevent'- the application of fiuid pressure to either of the clutches 5,6 when the manual-control 22 has been moved to establish neutral orreverse drive condition.

Suction torque control` Afurther control element influencing theautomatic shifting of valve r 89 to determine the torque ratio underautomatic control may be provided in the form of means responsive to thedegree of suction inthe intake manifold, where the transmission is usedin conjunction with an internal combustion engine. Such torque controlmechanism constitutes an adaptation of the ALassiter suction torquecontrol as disclosed in rection (to the leftin the drawing) to freeteeth oped in chamber 25| to draw down the piston 251 is yieldablyresisted by a spring 258. The thrust of thespringvj'is imparted througha stem 253 to an arm 260 carried by the projecting' end of a shaft 26|,which extends laterally through the casing 1 between governor and lpumpassemblies I'l-I8, as shown-inV Figs. 2b and-9, carrying yoke arms262`263 pivotally connectedA eccentric to the left as viewed in Figure2b, and

thus delays the establishment of a reduced torque ratio drive, untilrelatively higher rotational speeds have been attained by the governorto overcome the various degrees. of opposition of thespring .258. Soalso when the vacuum falls away suiliciently the. resultant impositionof the force of spring 258 may be sumcient to overcome the centrifugalforce of the yweights and return them to a more central position.

Modified shiftable gear and control arrangement -in Figure 16, withwhich the remaining apparatus may be used in the same or substantially-the same form. In Figure 16 parts equivalent to those shown in theprevious views have-been given like reference characters distinguishedby the addition of the letter a. As'shownin that view, the transmissionshaft 56a may be similarly piloted in the driven sleeve l9a,-whichvsleeve is splined as at 49b, such splined portion. slidably supportingan intertted 'hub 45a with which are slidable an overrunning clutchassembly |6a 'and a ring gear I3a constituting the driving element ofthe overrunning clutch. The

.entire unit is similarly slidable by a shifter fork asl 32a. 'I'he gearI3a is slidable from its shown Aneutral position intoengagement witheither low speed countershaft gear |2a, or the reverse idler |a meshingwith countershaft reverse gear Ida.

Carried by the'hub portion 45a of the slidable unit are clutch teeth 52aengageable with clutch teeth 53a mounted on the collar 54a of thecentrifugal governor unit Ila. A separate web 33|!` is rigidly connectedto the -ring gear member I 3a at its end opposite clutch teeth 52a, andis at its inner extremity splined similarly to hub portion 45a" forcooperation with either lof the spaced splined portions 49a-248a carriedby the driven sleeve 49a, to lock the gear to the sleeve and enable thetransmission of reversible drivethrough such gear. The web 330 is shown-as somewhat spaced from hub 45a and'secured in the end of the gearby'the interfitting of splined portlons,.as at 33|, andbypeening overthe gear member outside the web as at 321.

The'clutch teeth 52a will"be seen .to be so .spaced from the body of hub45aand so carried by an overhanging supporting portion 328, that theunit after pass'ng through the position in Awhich teethv 52a-53a areengaged (while the splined hub of web 330 remains free of splines 49h)may be movedstill farther in the same di- 53a vand allow the latter toturn freely within the space 329. 'I'he parts will also be seen to be soproportioned that whenA the unit is in this last-described position web330 is also engaged with splines 9b. while gear |2a is wideenough toprovide for full meshing of gear |3a therewith 52a-53a. are engaged andweb 325 is free of splined portion 49h, drive may be transmitted to -thedriven sleeve either from low speed gear I2a through overrunning clutchIlia and hub 45ato the driven' sleeve 43a, or the sleeve may be drivendirectly from transmission shaft 56a through When the gear andoverrunning clutch unit' I3a`|8a is moved all the vway to the left andteeth 52a-53a freed as above described, engagement ofthe gears |'2a-l3abeing maintained and the web 330 being then directly keyed to the drivensleeve portion 49h, reversible highl torque in either of the last twopositions. When teeth 4' i (low speed) drive may be imparted to thedriven sleevelthrough gear I2a. A reversible drive is thus providedwhich prevents free coasting of the vehicle and imposes the brakingeifect'of the engine so long as the main clutch is engaged, while thelower torque (higher speed) drives are ineffective by reason of thedisengagement of clutches E20-53a. Itshould be observed, however, thatunder such conditlonsthe transmission shaft and pumping mechanism willcontinue to be drivenby reason of the viscosity drag of the wetclutches, which drag is always sufficient to turn the freely rotatableshaft 56a when dis- .engaged from the driven sleeve. Thus even were theengine stopped or slowed to such extent as to release the centrifugalclutch operating means, with the clutch portions 52a-53a` disengaged inthis manner, the auxiliary applicator would maintain engagement of themain clutch as long as, or establish such engagement as soon as, theshaft 56 reached suilicient speed to cause the pumping mechanism tosupply pressure to the auxiliary applicator.

. When the-'slidable unit is moved to the rearmost position to key the'web 33il t`o splined portion 2.48a of the driven sleeve, reverse -driveisestablished directly through the web from driven gear |3a, which isthen meshed .with reverse idler la,

while@ all forward drives arev disengaged. The

transmission shaft of course continues'to turn in the forward direction,as in the previous 'embodiment, under either viscosity drag or theaction of the wet clutches, (depending upon the,

Yspeed of the shaft maintained.

Whichever embodiment of slidable gear and overrunning clutch unit isused, the plate JIGZ-of 56) pump priming being thus the intermediateclutch unit 5 may or may not place the same, it is only lik 1'0 mediateclutch 5 may remain engaged .while direct drive clutch 8 is alsoengaged. Under these conditions the unreduced portion 290 of the valve69 may be omitted and the exhaust passages change it will be seen thatthe pressure fluid will continue to be delivered to the intermediateclutch while also being delivered to the directdrive clutch 6.v Anadvantageof this method of operation would be the elimination ofslipping action upon transfer of drive from one clutch to the other.With such change it will also be seen that no communication need beprovided between uid channel |96 and the main clutch fluid actuatingchamber 1 |12. Element |61 would then preferably be fixed inlongitudinal position rather than slidable on the shaft 66, to preventcross communication between chambers |66|98 while remaining in theposition in which it is shown v. in Figure 2a to allow constantenergization of the main clutch fluid controlled actuator from thesecond speed fluid channel |48 during those periods when either theclutch 5 or both clutches 5 and 6 are engaged. l.

` Miscellaneous4 features In order to remove the clutch facing 68 torenecessary to lift the fingers of the spring 2 10 and slide the facingplate |14 from beneath this spring. The opposite facing 61 is alsoeasily removable by removing' the retaining wire or pin 283 which locksthe facing plate 286 upon its supporting studs 284.

Thesub-pressu plates i60-203 will be seen to have frusta-conical innerfaces on their sides which cooperate with the pressure plates ISB- 202respectively. This compensates for distortion of the main pressureplates, by allowing them to bow outwardly towards the center while yetmaintaining the application of pressure at the mean diameter of theinterspaced clutch plates, which is essential for proper operation andwear. This feature materially reduces the cost of construction,

. type and operating viscosities of the fluid employed that apredetermined time interval, ordinarily approximately three seconds, isrequired forthe fluid to pass through ports |52|99 and fill the pressurechambers |53-200 to fully env:gage the clutches 5 and 6. This provisionis made for the reason that in the normal operation of a motor vehicleby most drivers, the length of time in which each of the lower speedratios is maintained during shifting is practically uniform, whether thevehicle is accelerated rapidly or slowly, the only difference being inthe degree of throttle opening. In other words, while the 70". narilyspeeds time interval is approvimately the same in first or second speed,the driver, if in a hurry, ordiup the engine faster, but does not leaveeither iirst or second speed drives engagement'for any longer period oftime. The introduction of the time factor by the restriction of thefeedingfports |52,v |99 therefore allows the driver 'a' similar choicein driving a vehicle equipped with our automatic transmission. He mayaccelerate, for example, on one occasion to 5 or l0 miles an hour in lowspeed drive within the three second period, while o n another occasionhe may accelerate to perhaps 25 miles per hour, by merely speeding upthe engine more rapidly. Theprovision of such agtime interval alonehowever would not be sufficient for automatic control, since at vehiclespeeds below acertain range it is essential for eiilcient operation that10W or intermediate speed drive be maintained for the entire periodduring which the vehicle is traveling below such speed range. For thisreason the speed sensitive control is provided in the form ofcentrifugal governor I1.

Provision of restricted feed ports proportioned to provide apredetermined time interval for clutch engagement when the fluid is atnormal temperature introduces another important advantage, since as apractical matter it is necessary to use a uid whose viscosity variesunder tem.- perature changes. or first starting the engine in coldweather, or

vlow temperature conditions, the liquid being of.

greater viscosity requires a longer time to pass through the ports|52|88 and apply the clutches, accordingly allowing for running in thelower gears for a somewhat longer period before direct driveisestablished,l thus easing the load upon and assisting in the warming upof the- The areas of the ports are such, howfluid within the desiredinengine. ever, as to pass the Therefore, when warming upt-erval afterit has warmed up suiciently to attain itsfnormal working viscosity. Therestricted ports |52|99 perform the further function of preventingsudden or jerky application of theV clutches.

Additional delay in initial engagement is also provided by the springmeans 6|, 62 which prevent the iiyweights 60 of the centrifugal clutchapplying means from moving outwardly until the driving memberv attains apredetermined speed. This speed is high enough to allow idling theengine at a rate sufficient to permit warming up the engine at areasonable speed without en-l gaging the clutch. This is of courseparticularly important in a motor vehicle, and the rate may.- besomewhat higher in winter weather. Further,

since the torque capacity of an internal combustion engine is inherentlylow at low speed, it is desirable that it be brought up to a speedappreaching maximum torque eiliciency before the clutch begins tween thespeed at which clutch engagement begins and that at which it transmitsvfull torque should, moreover, not be great.

The use of separate springs |34|88 resisting axialmovement of thegovernor bell 83 and its separate angles enables independent adjustmentof the rotative speeds at which valve 88 isshifted to each of itspositions by the governor. The bell 83, which resists outward movementof the iiyweights and is moved thereby, is provided with. two angularlydisposed faces, as above stated. The first, |35,.is more gradual thanthe outermost steeper portion |36. Outward movement of the iiyweights|3| along the more gradual portion is resisted by springs |33 and |34,while the parts are so proportioned that when the fiyweights reach thesteeper portion |36, spring |34 is fully compressed and the additionalresistance of spring |88 opposes further outward movement of theflyweights along the steeper portion |36, and the resultant valvemovement to the third or direct drive position. It will thus to takehold. 'I'he difference bebe seen that by The form of governor shown,comprising a symmetrical housing enclosing sliding weights,

not only provides much greater compactness than a construction employingswinging or pivoted yweights, but eliminates projections which would'otherwise agitate the liquid and cause heat and frictional losses, andfurther prevents the interference with normal governor operation whichwould be caused by the liquid.

' The operating means I9 for the valve I8 also enables completedisengagement of the driven 'elements from the driving elements,equivalent to declutching the drive of a motor car having manuallyoperated clutchA and tr nsmission portions arranged in the manner nowregarded as convenventional. Disengagement is eil'ected by moving thevalve H8 to Vits low speed position in which the uid pressure is removedfrom all clutches and particularly the pressure chamber Il! of the iiuidpressure applicator for the. main clutch.-

When such condition obtains the driving shaft I can be suilicientlyreduced in speed to release the t though the plates of importance.

closed construction such viscosity drag is of 'little main clutch fromwhether or not the driven .members continue to rotate. This'is due tothe fact that low gear I3 cannot be driven in a forward direction by thedriven shaft, due to the presence of the overrunning clutch I6, andlikewise that the. shaft 56, although connected to the driven sleeve 49cannot drive the clutch drum 4 because of the disengagement of both'clutches 6 and 6. Under these conditions therefore no back drive fromthe driven members can keep the main clutch at centrifugal engagementspeed, thereby permitting release of the latter and total disconnectionand overrunning of the driven drum4. This constitutes a means to allowcoasting when desired with but slight manual effort. j

As is well known, when plate or disc clutches are operated immersed in afluid such as oil of sufliciently high Viscosity .to act as an emcientlubricant, there is strong tendency of the plates to adhere when theclutch is disengaged, even are reasonably widely separated. This effectbecomes particularly pronounced with the operation of the deviceoutdoors in winter, when the oil or other liquid medium between theplates may become practically non-uid. The viscosity drag so caused alsoirncreases. in proportion to the mean radius of the plate engagingsurfaces, and since it is highly desirable in the interests of smoothoperation, long life and efdciencythat this radius be asv great aspossible, consideration of viscosity drag becomes With a transmission ofthe disy or no importance when the vehicle is started with the gear unitI3 in the forward position, but with such -gear unit in neutral or'reverse position the effect of such viscosity drag would be veryundesirable if it could aieot the driven coupling 5I, because clutchunits 5 and 6 would strongly urge rotation of the driven shaft 56 intheforwardv direction. It will be seen howeverthat the driven coupling andsleeve 49 are disengaged from shaft 56' by movement of the gear unit I3away from forward driving position', by reason of the separation ofteeth 62-53, sothat such viscosity drag against reverse by the -drag ofthe clutches its centrifugal. pressure ensagement or if desired can beentirely stopped high to permit of a vehicle l l 1 can have no eil'ecton the'driven elements. -In reverse the sleeve. is revolved in theopposite direction, and if it were at this time coupled to shaft 56, thelatter would be very strongly urged viscosity drag of' both clutch units5 and 6, particularly because the clutch driven plates would add theirreverse lve-.

vlocity to the forward velocity of the driving By virtue of thedisconnection .of sleeve v49 from shaft 56 however, the entire clutchasplates.

sembly with the exception of the single plato |62, whose drag isnegligible, is allowed to rotate freely as a unit in the forwarddirection.

Uncoupling driven sleeve 49 from shaft 56 also enables the pump tofunction with the mechanism in neutral or reverse. With the shaft 56 sodisconnected, advantage is taken of the viscosity to cause the pump tocontinue running in the forward direction, not only maintaining thepriming of the pump 'but also allowing the liquid. to be warmed up byrunning in neutral or reverse, thus passingthe liquid through the pumpas many times .as desired. It will be seen on the other hand thatif theshaft 5B and so the rotor 9.3 of the pump could be run in reverse bysolid connection of shaft 56 withsleeve 49, the liquid would be ejectedfrom the pump intake and an objectionable length of time would benecessary to again prime it upon being started in the forward direction,which effect would be particularly pronounced in cold weather operation.

Since rotation of the shaft 56 also causes the governor member 83 toerations, the valve 69 further being moved to its clutch engagingpositions upon such rotation of shaft 56, if the engagement of .thefriction clutches mechanism in reverse or neutral, the lowest or idlngspeed of the driving member might be too return of the governor member83 to the first position, which would thereby preclude forward the thenstationary member 49. Provision of relief port 31, which is opened bymovement of the su'ch operation of the friction clutches 5 6, whileperform its normal op- 5 6 were allowed to take place with the Aengagement ofthe shaft 56 with allowing the pump to continue functioningin the forward direction for the reasons stated.

It will also be' seen that by housing the wet clutches in a separatedrum rotating in air, disslpation of the heat generated by repeatedclutch I engagement under load is greatly aided.

It will `be perceived that the suction torque control unit 2i may beeliminated without aect- `ing the operation than leaving such functionas it performs automatically to manual control by the operator, sincethe control unit I9 provides means for effecting such variation or forany other contingency and the exercise of the operators judgment.

Clutch assembly modification of the device in any way other.

seen to be substantially the same in construction and operation as theequivalent clutches described in the previously disclosed embodimentsand analogous parts will be seen to be desigfed from the longitudinalbores |48af-I96a' through passages |65a-I91a separated by an analogousslidable valve element |61'a, which enables delivery of fluid topressure chamber |12a from either of said passages through a port |69a,while preventing cross communication between a the passages |48af-|91a.Through the port |69a fluid flows to the chamber |a and thence throughpassages 300, chamber and passages 302-303 to the pressure chamber |12a,formed by a'pair of diaphragms 305-306 forming an w envelope which whenexpanded bears against web plates 301-308 to force clutch facingsSla-68a into full driving engagement with pressure plate 66a and theinner face of member 2a, respectively, thus locking the main clutch inlike m manner. Diaphragms 305-306 ar sealed together, as at 309, and attheir innerdiameters similarly sealed, as by seam welding to a flange3|0 of hub 3H.

in the hub being sealed as at 3|3 and 3|4 by closely fitting the same toan inner hub-3|5 mounted on the end of shaft 56a, as upon bushing 13a.

Any fluid from the high pressure chamber 30 30| which may pass the sealpoint 3|4-is conducted back to the pressureless space of the drum 4athrough a drain passage 3|6 communicating with an annular space 3|1(also pressureless) at the drum end of the sealed space 3|4. External g5leakage from the chamber 3|1 is precluded by a gasket as ,3|8 or othersuitable means.

The web plates 301-308 are preferably constructed of spring material, sotensioned as to' yieldably resist expansion of the diaphragms o 305-306and aid release of the clutch when the pressure is relieved from thechamber |12a' between the diaphragms. Plates 301-308 are alsolpreferably formed with integral spring tongues at their peripheries, as3|9, to cushion the main clutch against chatter, as is common practice.

It will be observed that the fluid operable auxiliary applying means I13 for the main clutchl also enables turning the driving element l fromthe driven element when desired It is thus possible to start the engineby towing or pushing a vehicle in the normal manner, or by any meansrotating shaft 56, so long as assembly |3a vis in forward driveposition, as connection is established by the fiuid pressure applicatoras soon as the speed of the normally driven elements is reached orpassed at which intermediate or direct dive is inaugurated. Further, theauxiliary applying means maintains main clutch enw, gagement at muchlower speeds than are necessary to keep the centrifugal actuatoreective. Thus in vehicular installations, when, as is often the case, itis desired to drive slowly in a higher speed gear, this may be doncwithoutv unduly racing the engine.

It will likewise be observed that when the f unit i3 (or |3a) is shiftedtoneutral position the vehicle may be towed without turning over theengine, also in the normal manner.

7o It will be observed that in event of any tendency for the mechanismto start in direct or intermediate rather than low speed drive, due toviscosity drag in the wet clutches. in such degree, especially, as it ispresent in cold weather,

the centrifugal clutch provides a compensating The hub 3|| is secured todrum. 4a as by the bolts 3|2, pressure chamber 30|.

effect, since it is capable of smoothly bringing the mechanism up tospeed, though not at increased torque ratio, and over a greater periodof time.

It'will be observed that valve |61 is guarded' 5 against wear byfloating the sleeve |60, in such manner that it may move radially,between ring 325 and hub 2|6, by which members it is retained. Thisprecludes the valve |61 and also the seal surfaces 220 from at any timeacting 10 as a journal on the end of the shaft 56 for the clutch drum 4,the load always being received by the bushing 13, regardless ofthe wearof, the

same. t

The complete multiple clutch assembly best 15 shown in Fig. 2a isadapted to be disconnected from the ratio-changing and control assemblycontained in casing 1 without disturbing any elements of eitherassembly. It will be seen that this may be accomplished merely bywithdrawing 20 one from the other; the splined end |16 of the sleeve |15passing freely through the hub 14; the splined portion |81 of shaft 56passing freely through the .hub |11; and the reduced end portion of theshaft 56 slipping through its surround- 25 ing fittings withoutinterference.

The casing 1 is provided with bolt holes 29|l in flanges 292 forfastening the same to any suitable supporting member such as, a framewhich may surround the multiple clutch assem- 30 bly. The onlyrequirement in the setting-up of the complete mechanism is that theaxial relation between the driving shaft and the casing 1 be maintainedwithin reasonable limits.

If desired the ratio-changing in this invention 35 may be controlled inan interrupted manner such as is provided for in the previously filedapplication of Robert B. Aspinwall, Serial No. 706,232, filed January11, 1934. In other words, connection may be made so that some elementsunder o the control of the operator, such as the accelerator pedal of vamotor vehicle, would have to be released to allow changes in ratio. Thismay be accomplished by means of an escapement mech-l anism orequivalent, such as the modification illustrated in Figures 17 and 18.As shown in Figure 17, stepped ratchet teeth 40|, 402, having inclinedback surfaces are formed upon the end of. valve 89. The teeth areengageable bya pair of paWl-iike escapement arms 403, 404, individ.ually swingable upon a supporting shaft 406 and one slightly longer thanthe other. The shaft also carries an actuating portion 401 for theescapement arms, projecting between the arms and fast upon the shaft,while the arms, which 55- are loose upon the shaft, are drawn towardeach other and against the actuating portion by a spring 408. Abellcrank, the arms of which are designated 406, 4| is flxed,to theshaft 405. A

spring 409 secured to arm 408 urges it against w.

a stop 4I0, thereby yieldably holding the escapement arms in centeredposition. When so centered the escapement arms are spacedinsuiiicientlyto allow the extension portions 40|, 402

of the valve to pass between them. To the otherV 65 arm 4I| of the bellcrank is attached a link 4|2, connected at its other end to a foot pedal4|8, which may be the throttle or accelerator pedalv for the engine,although it is of course obvious that a separate pedal might be used ifdesired. 70.j

In such modified construction, resilient sp'ring means 4|2 is interposedbetween the governor actuated shaft 86 and the valve 89, in such mannerthat although the valve may be moved positively by the shaft, throughfinger 4|5, in the

